Patent Application
20250229813
The present disclosure is generally related to cab signaling systems, and more particularly to a device for simulating a train for testing cab signaling system.
Trains as a medium of transport generally move passengers and goods on wheeled vehicles running on rails, forming railroad. The railroad is made up of rails, generally of steel, for guiding trains to their destination(s). Such rails can also be used to power and control train cars, receiving proper instructions and commands via a train signaling system, sometimes referred to a “cab” signaling system.
The cab signaling systems ensure proper functioning of the train by keeping a check on the location and movement of trains. The cab signaling system provides speed limits and other operating parameters to the trains for a safe journey.
Cab signaling systems require proper testing and analysis of control lines for ensuring safety before installing or alerting railroad infrastructure. Conventional methods for testing cab/train signaling system have many drawbacks. Some require that testing should incorporate the actual train cars themselves. This method is hazardous, involves excessive cost, creates logistical and safety issues, and may cause severe damage to the trains while testing. Further, the very high cost associated with such system testing is due to the involvement of the large and heavy trains to work around and occupy the tracks of the railroad. As train cars are very heavy vehicles, it is difficult to use them while testing as it may create coordination as well as communication issues with the cab signal system operator and personnel on the cars themselves. Moreover, large train cars are difficult to be brought to designated testing areas, especially amidst maintenance or construction activity. Other methods which do not utilize actual train cars are limited to conducting track geography surveying.
Due to the above-mentioned drawbacks, in spite of the devices and methods that are available in market and are conventionally being used, there is a need of having improved device and method for testing the cab signaling systems.
A device for testing a cab signaling system in accordance with the present disclosure comprises a cart body, a shunt element, an antenna and a processing system. The cart body comprises at least two or more wheels coupled to a lower end of the cart body. Further, the at least two or more wheels are configured to be engaged with rails of a railroad. The shunt element is configured to be coupled to the cart body of the device for shunting the rails of the railroad for simulating a train on the railroad by forming an occupancy circuit. The device further comprises an antenna configured to be mounted on the cart body for receiving one or more analog signals from the rails transmitted by the cab signaling system. The processing system is configured to convert the received one or more analog signals into corresponding one or more speed commands. Also, the processing system is configured to provide audio/display of track circuit occupancy frequency corresponding to the received one or more analog signals.
A method for testing cab signaling system in accordance with the present disclosure, the method is being performed by a device comprising a cart body, a shunt element, an antenna, an audio/visual unit, and a processing system. The method comprises selecting a configuration of an occupancy circuit using a shunt element by a technician. The method involves receiving by the antenna one or more analog signals transmitted by cab signaling system on rails of railroad. The method comprises converting by the processing system the one or more analog signals into one or more speed commands. The method requires communicating by the audio/visual unit either the one or more speed commands or the track circuit occupancy frequency on the audio/visual unit. The track circuit occupancy frequency corresponds to the one or more analog signals that are transmitted over the rails of the railroad by the cab signaling system. Further, the track circuit occupancy frequency corresponds to the one or more analog signals that are transmitted by the cab signaling system on the rails of the railroad.
In an embodiment of the present disclosure, an engine is configured to be coupled to the cart body of the device. Further, the engine is communicatively coupled to the processing system for receiving the one or more speed commands for moving the at least two or more wheels of the device that are engaged with the rails of the railroad.
In an embodiment of the present disclosure, the processing system comprises a DC power source, an analog amplifier, an analog to digital (A to D) converter, a filter, and a processor. The filter is configured to remove unwanted frequency components from the received one or more analog signals and transmit the filtered one or more analog signals to the analog amplifier for amplification. Further, the analog amplifier is configured to amplify the filtered one or more analog signals and provides amplified signals to the A to D converter. Furthermore, the A to D converter is configured to convert the one or more analog signals into corresponding one or more digital signals and a processor for executing machine readable instructions to convert the received one or more digital signals into the corresponding one or more speed commands. The processor is operably coupled to a memory for storing the machine-readable instructions. Additionally, the DC power source is configured to provide power to the processing system of the device.
In an embodiment of the present disclosure, the device is configured to determine strength of the track circuit occupancy frequency.
In an embodiment of the present disclosure, the device is configured to assist in troubleshooting of the railroad by determining a location on the rails where the one or more analog signals or the corresponding track circuit occupancy frequency is null.
In an embodiment of the present disclosure, the shunt element may be any one of a conductive wire, at least two or more wheels connected on the opposite sides of a metal axle, a conductive object, and a combination thereof.
In another embodiment of the present disclosure, the occupancy circuit comprises an m-position selector switch having m number of configurations.
In yet another embodiment of the present disclosure, the occupancy circuit comprising the m-position selector switch is configured to select any one of the following configurations: a) No shunt configuration, b) Hard shunt configuration, c) 0.06 Ohm shunt configuration, d) 0.25 Ohm shunt configuration.
In yet another embodiment of the present disclosure, the cart body of the device is any one of a three-wheeled rail cart or a four-wheeled rail cart.
The foregoing and other features of this disclosure will become more fully apparent from the following description and appended claims, taken in conjunction with the accompanying drawings. Understanding that these drawings depict only several embodiments in accordance with the disclosure and are, therefore, not to be considered limiting of its scope, the disclosure will be described with additional specificity and detail through use of the accompanying drawings, in which:
Embodiments of the present invention are best understood by reference to the figures and description set forth herein. All the aspects of the embodiments described herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating preferred embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit and scope thereof, and the embodiments herein include all such modifications.
As used herein, the term “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as exemplary or illustrative is not necessarily to be construed as advantageous and/or preferred over other embodiments. Unless the context requires otherwise, throughout the description and the claims, the word “comprise” and variations thereof, such as “comprises” and “comprising” are to be construed in an open, inclusive sense, i.e., as “including, but not limited to.”
This disclosure is generally drawn, inter alia, to methods, apparatuses, systems, devices implemented as tools for testing the cab signaling systems.
In an embodiment, the shunt element 101 may be any one of a conductive wire, at least two or more wheels connected on the opposite sides of a metal axle, a conductive object, and a combination thereof. In an embodiment, the occupancy circuit comprises an m-position selector switch (not shown). In an embodiment, the occupancy circuit comprising the m-position selector switch configured to select any one of the following configurations: a) No shunt configuration, b) Hard shunt configuration, c) 0.06 Ohm shunt configuration and d) 0.25 Ohm shunt configuration. In another embodiment, any one of the m configurations of the occupancy circuit is manually selectable by a technician.
In an embodiment, the no shunt configuration corresponds to forming a very high resistance path in the occupancy circuit using the shunt element 101. In another embodiment, the no shunt configuration corresponds to forming the occupancy circuit as an open circuit using the shunt element 101.
In an embodiment, the hard shunt configuration corresponds to forming the occupancy circuit as a short circuit using the shunt element 101.
In an embodiment, the 0.06 ohm shunt configuration corresponds to forming the occupancy circuit by providing a resistance of 0.06 ohm via the shunt element 101.
In an embodiment, the 0.25 ohm shunt configuration corresponds to forming occupancy circuit by providing a resistance of 0.25 ohm via the shunt element 101.
In an embodiment, the device 100 is provided with copper paddle/scrappers to provide consistent shunting surface. In an embodiment, the copper paddle/scrappers are coupled to an armature of the device 100. In an embodiment, the copper paddle/scrappers comprise one or more plates and one or more springs. Further, the one or more plates are configured to be coupled to the armature of the device 100 via the one or more springs. The one or more springs are configured to provide suspension to the one or more plates that are in constant contact with the rails of the railroad. The one or more plates provides consistent shunting surface with the rails forming occupancy circuit. In an embodiment, the copper paddle/scrappers are in constant contact with a top surface of the rails.
Furthermore, the antenna 103 is configured to be coupled to the cart body 111 of the device 100. The antenna 103 is further configured to receive one or more analog signals from the rails transmitted by the cab signaling system 109. In an embodiment, the antenna 103 is positioned between 1 to 12 inches above the rails and at an offset −10″ to +10″ inches inside the rails. In an embodiment, the antenna 103 is configured to receive very low frequency (VLF) waves in the range of 100 Hz to 9000 Hz. In another embodiment, the antenna 103 is configured to receive VLF waves in the range of 86 Hz to 10000 Hz. In yet another embodiment, the antenna 103 is configured to receive VLF waves in the ranges between 10000 Hz to less than 1 Hz. In an embodiment, the antenna 103 is positioned above the rails at a height same as a corresponding antenna 103 mounted on the train.
In an embodiment, the antenna 103 can be used to transmit one or more interference wave frequencies for cancelling out track circuit occupancy frequency transmitted by the cab signaling system 109, equivalent to a shunt configuration, thereby providing another method 500 of shunting the rails. The track circuit occupancy frequency corresponds to the one or more analog signals transmitted on the rails of the railroad via the cab signaling system 109. This may be achieved when the antenna 103 transmits wave/frequency with same magnitude but with a phase shift of 180 degrees as compared to the wave/frequency transmitted by the cab signaling system 109. In an embodiment, the track circuit occupancy frequency or cab frequency is 4550 Hz. In an embodiment, the device 100 is configured to analyze a sine wave with track circuit occupancy frequency of 4550 Hz for an amount of pulses-per-minute which correlates to different speeds. Hence, the device 100 converts the incoming one or more analog signal or the track circuit occupancy frequency into the corresponding one or more digital signals to further output a speed.
Moreover, the processing system 105 is configured to convert the received one or more analog signals into corresponding one or more speed commands (not shown). The audio/visual unit 107 of the device 100 is configured to communicate the one or more speed commands and/or the track circuit occupancy frequency via either a display screen or a speaker. The track circuit occupancy frequency corresponds to the one or more analog signals that are transmitted over the rails of the railroad by the cab signaling system 109. Further, the track circuit occupancy frequency corresponds to the one or more analog signals that are transmitted by the cab signaling system 109 on the rails of the railroad.
In an embodiment, the device 100 is configured to determine the strength of the track circuit occupancy frequency.
In another embodiment, the device 100 is configured to assist in troubleshooting of the railroad by determining a portion on the rails where the one or more analog signals or the corresponding track circuit occupancy frequency is null.
In an embodiment, the device 100 comprises an engine 115 that is configured to be coupled to the cart body 111 of the device 100. When the one or more speed commands are received by the engine 115, the device 100 is configured to be movable with the movement of the at least two or more wheels 113 engaged with the rails of the railroad.
In an embodiment, the device 100 can be used for troubleshooting of the rails by finding faults (or ground) in the rail of the railroad. In an embodiment, the faults are related to a term ground, i.e., when rails of the railroad come into contact with stray metal, unintentional shunt, or negative reference causing drop of the occupancy circuit. Further, the device 100 troubleshoot faults by picking a carrier frequency corresponding to one or more analog signals from the rails that are transmitted by the cab signaling system 109. Furthermore, the device 100 is configured to find out the portion of the rails that is not transmitting any frequency (corresponding analog signal). The portion of the rails that is not transmitting any frequency (corresponding one or more analog signals) is the faulty portion and needs to be repaired or tested for correction.
Further, optionally, the filter 203 may be used which is configured to filter unwanted frequency components and to pass desired frequency components in the form of one or more analog signals from the antenna 103. In an embodiment, the filter 203 may be configured to select a particular frequency component from the received one or more analog signals from the antenna 103. In an embodiment, the filter 203 may be selected from any one of the band pass filter and low pass filter. A narrowband band pass filter can be used to only allow a certain frequency range to pass a filter. The narrowband may be specifically selected to match a railroads CAB carrier frequency, e.g., 4550 HZ on Chicago Transit Authority (CTA) systems.
Furthermore, the analog to digital converter 207 is configured to convert the received one or more analog signals into corresponding one or more digital signals. Moreover, the memory 205 is coupled to the processor 209 and is configured to store the one or more machine readable instructions 215. The one or more machine readable instructions 215 when executed by the processor 209 converts the received one or more digital signals into the corresponding one or more speed commands 217.
In an embodiment, the one or more analog signals can be different carrier frequency signals that are transmitted at the rails by the cab signaling system 109.
In an embodiment, the one or more digital signals obtained from the conversion of the one or more analog signals into the corresponding one or more digital signals can be different pulse signals.
In an embodiment, the processor 209 is a digital signal processor (DSP). In an embodiment, when the one or more machine readable instructions 215 are executed by the processor 209, the processor 209 extracts the one or more information about the one or more analog signals that is transmitted from the cab signaling system 109. In an embodiment, the one or more information may be data, speeds and other information that should be displayed to the display screen of the audio/visual unit 107.
In an embodiment, the cart body 111 of the device 100 is configured to be movable with the rails 301 of the railroad due to the movement of the four wheels using the engine 115. The movement of the wheels is due to the application of the one or more speed commands 217 via the processor 209.
In an embodiment, the movement of the cart body 111 of the device 100 is due to the engine 115 that is coupled to the cart body 111 of the device 100. Furthermore, the engine 115 is configured to move the two or more wheels 113 as the processor 209 gives the one or more speed commands 217 to the engine 115.
In an embodiment of the present disclosure, the cart body 111 of the device 100 is any one of a three-wheeled rail cart or a four-wheeled rail cart.
In step 501, the method 500 comprises placing by a technician or any staff person the cart body 111 onto the rails 301 of the railroad. Further, the cart body 111 comprises two or more wheels 113 that are configured to be engaged with the rails 301 of the railroad. In an embodiment, the cart body 111 is displaced for placement onto the rails 301 of the railroad by a single person being the technician or the staff person. In another embodiment, the cart body 111 is displaced for placement onto the rails 301 by more than one person, i.e., technicians, or staff persons. In an embodiment, the placement of the cart body 111 is not technical operation, rather a skill to be known for the technicians and the staff persons.
In step 503, the method 500 comprises selecting by the technician a configuration of an occupancy circuit using the shunt element 101. The shunt element 101 is configured to be coupled to the cart body 111 of the device 100 for shunting the rails 301 of the railroad by forming the occupancy circuit. The occupancy circuit has m number of configurations, to be selected manually by the technician. The configuration of the occupancy circuit is selected from the following: a) No shunt configuration, b) hard shunt configuration, c) 0.06 ohm shunt configuration, and d) 0.25 ohm shunt configuration.
In step 505, the method 500 involves receiving by the antenna 103 one or more analog signals from the rails 301 of the railroad. Further, the one or more analog signals are transmitted by the cab signaling system 109 on the rails 301 to be picked up by the antenna 103 for further processing.
In step 507, the method 500 comprises sensing by the processing system 105 the track circuit occupancy frequency corresponding to the received one or more analog signals. In an embodiment, the processing system 105 is configured to sense the track circuit occupancy frequency for confirming that the cab signaling system 109 is working properly. In another embodiment, the processing system 105 is configured to sense the track circuit occupancy frequency to know that the rails 301 of the railroad are receiving proper signals from the cab signaling system 109 and are working properly.
In step 508 of the method 500 comprises sensing by the processing system 105 the track circuit speed frequency corresponding to the received one or more analog signals. In an embodiment, the processing system 105 is configured to sense the track circuit speed frequency for confirming the cab signaling system 109 is working properly. In another embodiment, the processing system 105 is configured to sense the track circuit speed frequency to know that the rails 301 of the railroad are receiving proper signals from the cab signaling system 109 and are working properly.
In step 509 of the method 500 comprises converting by the processing system 105, the one or more analog signals into one or more speed commands 217. The processing system 105 of the method 500 comprises an analog to digital converter 207 and a processor 209 for converting the one or more analog signals into the one or more speed commands 217. The processor 209 is coupled to a memory 205 and is configured to execute machine readable instructions for converting the one or more digital signals, provided by the analog to digital converter 207, into one or more speed commands 217.
In step 511, the method 500 includes communicating by the audio/visual unit 107, the one or more speed commands 217 on either the display screen or the speaker of the audio/visual unit 107. The audio/visual unit 107 is configured to receive the one or more speed commands 217 via the processor 209 to be displayed on the display or communicated via the speaker of the audio/visual unit 107 for assisting the technician or the driver during the cab signaling system 109 testing. In another embodiment, the audio/visual unit 107 is configured to receive the track circuit occupancy frequency to be displayed on the display or communicated via the speaker of the audio/visual unit 107.
In an embodiment, the method 500 comprises moving by the engine 115, the cart body 111 of the device 100 with respect to the received one or more speed commands 217. Further, the engine 115 is configured to receive the one or more speed commands 217 via the processor 209. The cart body 111 of the device 100 comprises two or more wheels 113 that are coupled at the lower end of the cart body 111. The two or more wheels 113 are engaged with the rails 301 and are configured to rotate for providing motion to the cart body 111 with respect to the rails 301 of the railroad. Furthermore, as the engine 115 is configured to power the two or more wheels 113 of the device 100 for pushing the device 100 on the rails 301 via the movement of the two or more wheels 113.
In an embodiment of the present disclosure, the method 500 in the step 509 further comprises filtering by the filter 203 unwanted frequency components from the one or more analog signals to pass the desired frequency components to the analog amplifier 213. Further, the method 500, in step 509, comprises amplifying the filtered one or more analog signals by the analog amplifier 213 and providing the amplified one or more analog signals to the analog to digital converter 207. Furthermore, the method 500 in the method step 509 comprises converting by the analog to digital converter 207, the one or more analog signals received from the analog amplifier 213 into corresponding one or more digital signals. The received one or more digital signals are further converted by the processor 209 into one or more speed commands 217.
In an embodiment, the method 500 comprises determining strength of the track circuit occupancy frequency. In another embodiment, the method 500 comprises assisting in troubleshooting of the railroad by determining the portion on the rails 301 where the one or more analog signals and the corresponding track circuit occupancy frequency is null.
As discussed above in
Accordingly, the device 100 of the present invention is advantageous in terms of easiness, efficiency, accuracy, reduced running cost, safety, and lighter weight. Further, the device 100 and method 500 for testing cab signaling system is a technical improvement over the conventional methods and devices for testing of the cab signaling systems. The present invention is more effective and efficient than the conventional systems for testing the cab signaling systems. Furthermore, the present invention provides the device 100 and method 500 for testing the cab signaling system without involvement of the actual trains for testing. Moreover, the device 100 of the present invention shunts the rails of the railroad similar to a train and simultaneously reads the received one or more speeds from the cab signaling systems. Hence, the device 100 essentially functions identical to a full-scale train for testing the cab signaling system. In fact, the device 100 of the present invention can be moved on and off tracks by fewer technicians or personnel, for providing an unhindered live traffic. Additionally, the device 100 can be moved to from one occupancy circuit to another occupancy circuit, via simulating the train with a reduced cost, minimum logistical coordination and negligible safety implications. The device 100 also provides troubleshooting of the rails via searching the regions of failed occupancy circuit. Also, the device 100 for testing the cab signaling system is capable for searching for the one or more analog signals of different carrier frequency which enable them flexible to be used in different transit or railroad CAB systems.
Although the present invention has been described in terms of certain preferred embodiments, various features of separate embodiments can be combined to form additional embodiments not expressly described. Moreover, other embodiments apparent to those of ordinary skill in the art after reading this disclosure are also within the scope of this invention. Furthermore, not all the features, aspects and advantages are necessarily required to practice the present invention. Thus, while the above detailed description has shown, described, and pointed out novel features of the invention as applied to various embodiments, it will be understood that various omissions, substitutions, and changes in the form and details of the apparatus or process illustrated may be made by those of ordinary skill in the technology without departing from the spirit of the invention. The inventions may be embodied in other specific forms not explicitly described herein. The embodiments described above are to be considered in all respects as illustrative only and not restrictive in any manner.
